Cessna 172M accident near Cusick, Washington, February 9, 2012
On February 9, 2012 at about 11:30 pm local time, a Cessna 172M, registered N5100R, was substantially damaged in an accident during enroute (cruise) near Cusick, Washington. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power during cruise flight for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 9, 2012 · about 11:30 pm local time
- Place
- Cusick, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N5100R · no longer on the register · serial 17263338
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, after takeoff, the engine began to run roughly and lose power. He applied carburetor heat, which did not restore power. The pilot's further troubleshooting attempts were unsuccessful, and he initiated a forced landing. The engine subsequently lost power, and, during the landing to a nearby field, the airplane struck several trees. A postaccident examination of the airframe revealed about 8 gallons of fuel were remaining in the right tank. The left fuel tank was breached during the impact, and it was found empty due to the breach. Further examination of the airplane and a subsequent engine run revealed no mechanical malfunctions or failures that would have precluded normal operation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (partial) during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 23,300 hours in all; 2,500 in this make and model; 80 in the last 90 days; 20 in the last 30 days; 12,800 as pilot in command
- Last flight review: April 14, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,660 hours
- Last inspection: annual inspection, July 13, 2011
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 1,871 hours total
The flight
- Departed from: COE Coeur D'Alene ID at 11:00 pm
- Destination: 1S9 Chewelah WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 040° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,800 ft
- Temperature: 37°F (3°C), dew point 32°F (0°C)
- Altimeter: 30.32 inHg
- Observation at 11:53 pm from DEW, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.